U.S. patent application number 14/662132 was filed with the patent office on 2015-09-24 for mobile power conversion and distribution system.
The applicant listed for this patent is Motivo Engineering LLC. Invention is credited to Zachary Meyer Omohundro, Praveen Varma Penmetsa, Damon Christopher Pipenberg.
Application Number | 20150266382 14/662132 |
Document ID | / |
Family ID | 54141301 |
Filed Date | 2015-09-24 |
United States Patent
Application |
20150266382 |
Kind Code |
A1 |
Penmetsa; Praveen Varma ; et
al. |
September 24, 2015 |
MOBILE POWER CONVERSION AND DISTRIBUTION SYSTEM
Abstract
A vehicle carries an energy storage system that powers mobility
of the vehicle. The vehicle further carries a direct current input
coupling to be connected to a direct current (DC) electrical power
source, a DC output coupling, an alternating current (AC) input
coupling, an AC output coupling, and electronics carried by the
vehicle to control both AC and DC voltage and power levels.
Inventors: |
Penmetsa; Praveen Varma;
(Long Beach, CA) ; Omohundro; Zachary Meyer;
(Hermosa Beach, CA) ; Pipenberg; Damon Christopher;
(Los Angeles, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Motivo Engineering LLC |
Torrance |
CA |
US |
|
|
Family ID: |
54141301 |
Appl. No.: |
14/662132 |
Filed: |
March 18, 2015 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61955270 |
Mar 19, 2014 |
|
|
|
Current U.S.
Class: |
307/10.1 ;
318/139 |
Current CPC
Class: |
B60L 1/003 20130101;
B60L 2210/30 20130101; Y02T 10/64 20130101; B60L 15/2054 20130101;
B60L 58/21 20190201; B60L 2240/12 20130101; Y02T 90/12 20130101;
B60L 2200/40 20130101; B60L 50/20 20190201; B60L 2210/40 20130101;
Y02T 10/70 20130101; B60L 53/16 20190201; B60L 7/14 20130101; B60L
8/003 20130101; Y02T 10/7072 20130101; B60L 2240/423 20130101; B60L
15/2009 20130101; B60L 2250/12 20130101; B60L 53/11 20190201; B60L
15/007 20130101; Y02T 10/72 20130101; B60L 1/14 20130101; B60R
16/03 20130101; B60L 1/006 20130101; B60L 2240/421 20130101; Y02T
90/14 20130101; B60L 50/40 20190201 |
International
Class: |
B60L 1/00 20060101
B60L001/00; B60L 1/14 20060101 B60L001/14; B60R 16/03 20060101
B60R016/03 |
Goverment Interests
[0002] This invention was made with U.S. Government support under
Fixed Obligation Grant (FOG) Award No. AID-OAA-F-13-00068, under
the Broad Agency Announcement number SOL-OAA-13-000017 &
RFA-OAA-12-000027, Powering Agriculture: An Energy Grand Challenge
for Development. The U.S. Government has certain rights in this
invention.
Claims
1. An apparatus comprising: a vehicle; an energy storage system
carried by the vehicle and powering mobility of the vehicle; a
direct current input coupling to be connected to a direct current
(DC) electrical power source; a DC output coupling; an alternating
current (AC) input coupling; an AC output coupling; and electronics
carried by the vehicle to control AC and DC voltage levels.
2. The apparatus of claim 1 further comprising a power conversion
system providing bidirectional flow between AC and DC power
domains.
3. The apparatus of claim 2 further comprising a removable power
storage and conversion module removably carried by the vehicle, the
module comprising the energy storage system and the power
conversion system.
4. The apparatus of claim 3, wherein the module forms a bed, the
bed having the AC input coupling, the DC input coupling, the AC
output coupling and the DC output coupling.
5. The apparatus of claim 4, wherein the vehicle comprises a
platform upon which the module removably rests.
6. The apparatus of claim 4, wherein the vehicle comprises a
tractor having a power takeoff powered by the energy storage
system.
7. The apparatus of claim 7, wherein the vehicle comprise a hitch
to be connected to an implement.
8. The apparatus of claim 7, wherein the discharge coupling
comprises a cord extendable from the module.
9. The apparatus of claim 4 further comprising a fuel powered
generator on the bed and connected to the one of the DC input
coupling and the AC input coupling.
10. The apparatus of claim 4 further comprising a refrigeration
unit carried on the bed and connected to the AC output
coupling.
11. The apparatus of claim 3 further comprising a power takeoff
extending from the module.
12. The apparatus of claim 3, wherein the module further comprises
a lift handle at each corner of the module.
13. The apparatus of claim 1 further comprising: a light carried by
the vehicle and movable between a forward facing position and a
rearward facing position.
14. The apparatus of claim 13, wherein the light is movable to a
side facing position.
15. An apparatus comprising: a removable power storage and
conversion module to be removably carried by a vehicle, the module
comprising: an energy storage system to power mobility of the
vehicle; a direct current input coupling to be connected to a
direct current (DC) electrical power source; a DC output coupling;
an alternating current (AC) input coupling to be connected to an AC
electrical power source; an AC output coupling; and a power
conversion system providing bidirectional flow between AC and DC
power domains.
16. The apparatus of claim 15, wherein the module forms a bed, the
bed having the AC input coupling, the DC input coupling, the AC
output coupling and the DC output coupling.
17. The apparatus of claim 15, wherein the discharge coupling
comprises a cord extendable from the module.
18. The apparatus of claim 15 further comprising a fuel powered
generator on the bed and connected to the one of the DC input
coupling and the AC input coupling.
19. The apparatus of claim 15 further comprising a refrigeration
unit carried on the bed and connected to the AC output
coupling.
20. The apparatus of claim 15 further comprising a power takeoff
extending from the module.
21. The apparatus of claim 15, wherein the module further comprises
a lift handle at each corner of the module.
22. The apparatus of claim 15 further comprising: a light carried
by the module and movable between a forward facing position and a
rearward facing position.
23. The apparatus of claim 15, wherein the light is movable to a
side facing position.
24. An apparatus comprising: an energy storage system and the power
conversion system comprising: an energy storage system; a first
bidirectional direct-current (DC) to alternating current (AC)
converter having a first AC side and a first DC side; a second
bidirectional DC to AC converter having a second AC side and a
second DC side; a DC input coupling to be connected to a DC
electrical power source; a DC output coupling; a first switch
actuatable between a first state in which the first switch
electrically connects the first DC side to the DC input coupling
and the DC output coupling and a second state in which the first
switch electrically connects the first DC side to the energy
storage system and to the second DC side; an alternating current
(AC) input coupling; an AC output coupling; a second switch
actuatable between a third state in which the second switch
electrically connects the second AC side to the AC input coupling
and a fourth state in which the second switch electrically connects
the second AC side to the AC output coupling; a third switch
actuatable between a fifth state in which the third switch
electrically connects the first AC side to the AC output coupling
and a sixth state in which the third switch electrically connects
the first AC side to a motor.
25. The apparatus of claim 24 further comprising the motor.
26. The apparatus of claim 24 further comprising: the motor; a
vehicle linear motion drive; and a fourth switch to selectively
connect the motor to the vehicle linear motion drive to power the
vehicle linear motion drive.
27. The apparatus of claim 25 further comprising: a power takeoff;
and a fifth switch to selectively connect the motor to the power
takeoff to power the power takeoff.
28. The apparatus of claim 24 further comprising a third switch to
selectively connect the second DC side to the energy storage
system.
29. The apparatus of claim 24 further comprising a removable power
storage and conversion module to be removably carried by a vehicle,
the module comprising the energy storage system and the power
conversion system.
30. The apparatus of claim 29, wherein the module forms a bed, the
bed having the AC input coupling, the DC input coupling, the AC
output coupling and the DC output coupling.
31. The apparatus of claim 30 further comprising a fuel powered
generator on the bed and connected to the one of the DC input
coupling and the AC input coupling.
32. The apparatus of claim 30 further comprising a refrigeration
unit carried on the bed and connected to the AC output
coupling.
33. The apparatus of claim 30 further comprising a power takeoff
extending from the module.
34. The apparatus of claim 30, wherein the module further comprises
a lift handle at each corner of the module.
35. The apparatus of claim 29, wherein the vehicle comprises a
platform upon which the module removably rests.
36. The apparatus of claim 24 further comprising a vehicle, wherein
the vehicle having a power takeoff powered by the energy storage
system.
37. The apparatus of claim 24 further comprising a tractor, the
tractor comprising a hitch to be connected to an implement.
38. The apparatus of claim 24 further comprising a light carried by
the vehicle and movable between a forward facing position and a
rearward facing position.
39. The apparatus of claim 38, wherein the light is movable to a
side facing position.
40. The apparatus of claim 24 further comprising: a vehicle
carrying the energy storage system and the power conversion system,
wherein mobility of the vehicle is powered by the battery.
41. The apparatus of claim 40 further comprising a fuel powered
generator carried by the vehicle and connected to the one of the DC
input coupling and the AC input coupling.
42. The apparatus of claim 40 further comprising a refrigeration
unit carried by the vehicle and connected to the AC output
coupling.
43. The apparatus of claim 40 further comprising a solar panel
carried by the vehicle and electrically connected to the energy
storage system.
44. A method comprising: charging an energy storage system carried
by a vehicle at a first location; powering mobility of the vehicle
with the energy storage system to move the vehicle carrying the
energy storage system to a second location; electrically connecting
the energy storage system to an electrical infrastructure of a
building.
45. The method of claim 44 further comprising pulling an
agricultural implement with the vehicle while mobility of the
vehicle is powered by the energy storage system.
46. The method of claim 44 further comprising: electrically
connecting the vehicle to an electrical power source; electrically
connecting the vehicle to a second vehicle having a second energy
storage system while the vehicle is electrically connected to the
electrical power source; and electrically connecting the second
vehicle to an electrical power recipient while the second vehicle
is electrically connected to the vehicle and while the vehicles
electrically connected to the electrical power source.
47. The method of claim 46 further comprising electrically
connecting the vehicle to a second electrical power recipient while
the second vehicle is electrically connected to the vehicle and
while the vehicle is electrically connected to the electrical power
source.
48. The method of claim 46, wherein the electrical power source is
an alternating current electrical power source, the method further
comprising electrically connecting to the vehicle to a second
direct-current electrical power source while the vehicle is
electrically connected to the alternating current electrical power
source.
49. The method of claim 46 further comprising: electrically
connecting the second vehicle to a third vehicle comprising a third
energy storage system; and electrically connecting the third
vehicle to a second power source while the third vehicle is
electrically connected to the second vehicle.
50. The method of claim 49, wherein the electrical power source is
an electrical grid providing AC electrical power and wherein the
second power source is a turbine providing AC electrical power.
51. The method of claim 44 further comprising: removing a module
from the vehicle, the module comprising the energy storage system
and a power conversion system; and supplying alternating current
electrical power to the electrical infrastructure of the building
while the module is removed from the vehicle.
52. The method of claim 51 further comprising: mounting a second
module on the vehicle, the second module comprising a second energy
storage system; powering mobility of the second vehicle with the
second energy storage system to move the vehicle from the second
location to the first location or a third location.
53. The method of claim 44 further comprising removably positioning
a fuel powered electrical generator on the vehicle and electrically
charging the energy storage system with the fuel powered electrical
generator.
54. The method of claim 44 further comprising removably positioning
a refrigeration unit on the vehicle and electrically powering the
refrigeration unit with the energy storage system while the energy
storage system powers mobility of the vehicle.
Description
CROSS-REFERENCE TO RELATED PATENT APPLICATIONS
[0001] The present application claims priority under 35 USC 119
from co-pending U.S. Provisional Patent Application Ser. No.
61/955,270 filed on Mar. 19, 2014 by Penmetsa et al. and entitled
HYBRID AGRICULTURAL/ROAD VEHICLE WITH ELECTRICITY STORAGE AND
TRANSFORMATION, the full disclosure of which is hereby incorporated
by reference.
BACKGROUND
[0003] Many agricultural communities lack an extensive and reliable
power supply grid or infrastructure. Such agricultural communities
also frequently lack agricultural equipment, refrigeration and the
ability to drill and pump water or bring crops to market.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004] FIG. 1 is a schematic diagram of an example mobile power
conversion and distribution vehicle.
[0005] FIG. 2 is a schematic diagram of the vehicle of FIG. 1 in a
first use mode.
[0006] FIG. 3 is a schematic diagram of the vehicle of FIG. 1 in a
second use mode.
[0007] FIG. 4 is a schematic diagram of the vehicle of FIG. 1 in a
third use mode.
[0008] FIG. 5 is a schematic diagram of the vehicle of FIG. 1 in a
fourth use mode.
[0009] FIG. 6 is a schematic diagram of the vehicle of FIG. 1 in a
fifth use mode.
[0010] FIG. 7 is a schematic diagram of the vehicle of FIG. 1 in a
sixth use mode.
[0011] FIG. 8 is a schematic diagram of the vehicle of FIG. 1 in a
seventh use mode.
[0012] FIG. 9 is a schematic diagram of the vehicle of FIG. 1 in an
eighth use mode.
[0013] FIG. 10 is a schematic diagram of the vehicle of FIG. 1 in a
ninth use mode.
[0014] FIG. 11 is a schematic diagram of the vehicle of FIG. 1 in a
tenth use mode.
[0015] FIG. 12 is a schematic diagram of the vehicle of FIG. 1 in
an eleventh use mode.
[0016] FIG. 13 is a schematic diagram of the vehicle of FIG. 1
interconnected as part of a network of other similar vehicles.
[0017] FIG. 14 is a schematic diagram of another example mobile
power conversion and distribution vehicle.
[0018] FIG. 15 is a schematic diagram of another example mobile
power conversion and distribution vehicle.
[0019] FIG. 16 is a schematic diagram of another example mobile
power conversion and distribution vehicle.
[0020] FIG. 17 is a schematic diagram of another example mobile
power conversion and distribution vehicle.
[0021] FIG. 18 is a perspective view of another example mobile
power conversion and distribution vehicle having an example
electric power module.
[0022] FIG. 19 is a perspective view of the vehicle FIG. 18 with
the electric power module carrying a generator.
[0023] FIG. 20 is a perspective view of the vehicle of FIG. 18 with
the electric power module carrying a refrigeration unit.
[0024] FIG. 21 is a front perspective view of another example
electric power module for use with the vehicle of FIG. 18.
[0025] FIG. 22 is a rear perspective view of the electric power
module of FIG. 21.
[0026] FIG. 23 is a front perspective view of another example
electric power module for use with the vehicle of FIG. 18.
[0027] FIG. 24 is a rear perspective view of the electric power
module of FIG. 23.
[0028] FIG. 25 is a rear perspective view of an example layout for
a battery of the vehicle of FIG. 18.
[0029] FIG. 26 is a rear perspective view of another example layout
for a battery of the vehicle FIG. 18.
[0030] FIG. 27 is a front perspective view of another example
mobile power conversion and distribution vehicle.
[0031] FIG. 28 is a side view of the vehicle of FIG. 27
additionally comprising an example sunshade.
[0032] FIG. 29 is a front perspective view of the vehicle of FIG.
27 with the electric power module removed.
[0033] FIG. 30 is a rear perspective view of the vehicle of FIG. 27
with the electric power module removed.
[0034] FIGS. 31-34 illustrate the vehicle of FIG. 27 supporting an
alternative electric power module and with an example light system
in different states.
[0035] FIG. 35 is a perspective view of a portion of another
example light system for the vehicle of FIG. 27.
[0036] FIGS. 36-39 illustrate the vehicle of FIG. 27 supporting an
alternative electric power module and with the light system of FIG.
35 in different states.
[0037] FIG. 40 is a perspective view of a portion of another
example light system for the vehicle of FIG. 27.
[0038] FIGS. 41-44 illustrate the vehicle of FIG. 27 supporting an
alternative electric power module and with the light system of FIG.
41 in different states.
[0039] FIGS. 45 and 46 are side views of the vehicle of FIG. 27
illustrating the loading of an example power module using an
example winch.
[0040] FIGS. 47-50 are side views another implementation of an
example power module being loaded upon the vehicle of FIG. 27.
[0041] FIG. 51 is a front perspective view of another example
mobile power distribution in conversion vehicle having an example
articulating front unit.
[0042] FIG. 52 is a rear perspective view of the front unit of FIG.
51 separated from a remainder of the vehicle.
[0043] FIG. 53 is a rear perspective view of another example front
unit for use with the vehicle of FIG. 51.
[0044] FIG. 54 is a rear perspective view of the front unit of FIG.
53 in a tilted dumping state.
[0045] FIG. 55 is a front perspective view of an example front
frame portion of another example front unit for use with the
vehicle of FIG. 51.
[0046] FIG. 56 is a rear perspective view of the front frame
portion of FIG. 55 supporting the electric power module of FIG.
22.
[0047] FIG. 57 is a rear perspective view of another example front
unit for use with the vehicle of FIG. 51.
[0048] FIG. 58 is a rear perspective view of a portion of the front
frame portion of the front unit of FIG. 57.
[0049] FIG. 59 is a rear view of the portion of the front frame
portion of the front unit of FIG. 57 illustrating pivoting
suspension of front wheels.
[0050] FIG. 60 is a schematic diagram of an example power
distribution and conversion vehicle reservation system.
[0051] FIG. 61 is a flow diagram of an example reservation process
that may be carried out by the system of FIG. 60.
DETAILED DESCRIPTION OF EXAMPLES
[0052] FIG. 1 is a diagram of an example mobile power conversion
and distribution vehicle 20. Mobile power conversion and
distribution vehicle 20 comprises a hybrid agricultural/road
vehicle with electricity storage and transformation. Vehicle 20
comprises a self-powered mobile unit that is operable in any of a
variety of different modes for a variety of different purposes. As
diagrammed by FIG. 1 and described in more detail hereafter,
vehicle 20 stores energy, delivers energy in a mobile fashion and
converts energy into usable forms to satisfy a diverse array of
needs in agricultural communities and in regions that lack adequate
electrical power infrastructure.
[0053] As indicated by block 30, vehicle 20 is configured to
receive alternating current (AC) electrical charge and to store
such electrical power for subsequent use. In one mode of use,
vehicle 20 is connected to it local electrical AC power grid 32. In
yet another mode of use, vehicle 20 is connected to a local or
adjacent AC generator 34. The generator may be powered by fuel,
such as gasoline or diesel fuel. In yet another mode of use,
vehicle 20 is connected to a biomass AC power source 36. Vehicle 20
stores and is able to transport the stored electrical power to
locations where it is needed.
[0054] As indicated by block 40, vehicle 20 is configured to
receive power from renewable resources power. In one mode of use,
vehicle 20 is connectable to a water turbine 42 to receive
electrical power In another mode of use, vehicle 20 is connectable
to a wind turbine 44 to receive electrical power. In another mode
of use, vehicle 20 is connectable to solar panels 46 to receive
electrical power. In one implementation, vehicle 20 is additionally
configured to reposition such solar panels during a day or at
different times to improve power generating capacity of such solar
panels. For example, in one implementation, vehicle 20 comprises a
power take off (such as power take of 126 described hereafter)
coupled to a solar panel positioning mechanism, wherein the vehicle
20 drives the power take off to incrementally move one or more
solar panels operably coupled to the solar panel positioning
mechanism such that the faces of the solar panels follow or track
movement of the sun during a day to increase solar panel energy
capture. In each of such modes, vehicle 20 stores the electrical
power and is able to transport the stored electrical power to
locations where it is needed.
[0055] As indicated by block 50, in one mode of use, vehicle 20
comprises a hybrid vehicle which utilizes the stored electrical
power to provide mobility for persons, products or resources. As
indicated by block 52, vehicle 20 could facilitate the
transportation of crops to market as well as the transportation of
seed, fertilizer or other farming materials. As indicated by block
54, vehicle 20 provides the ability to transport water for human
use or agricultural use.
[0056] As indicated by block 60, in another mode of use, vehicle 20
serves as a mobile electrical power source, storing and
transporting electrical power from a source, such as from elect
power grid 32, generated 34, biomass power source 36, water
turbines 42, wind turbines 44 and/or solar panels 46 to a house,
village or town lacking such electrical power resources. As
indicated by blocks 62 and 64, in one mode of use, vehicle 20,
converts stored power into a usable frequency and voltage of
alternating current power for use in lighting and cooking. As
indicated by block 66, in one mode of use, the AC electrical power
provided by vehicle 20 may use to provide refrigeration or cold
storage, preserving food stores.
[0057] As indicated by block 70, vehicle 20 is configured to
provide pulling or draw-bar power. For example, as indicated by
blocks 72 and 74, in one mode of use, vehicle 20 may pull a plow or
other agricultural implements. In one mode of use, vehicle 20 may
be configured to push implements as well.
[0058] As indicated by block 80, vehicle 20 provides rotary power
through a Power Take Off (PTO). As indicated by block 82, 84 and
86, in different modes of use, the torque provided by the PTO
powers a mill, drives a pump to pump water, or drives a drill for
purposes such as drilling a well.
[0059] As indicated by block 90, vehicle 20 is connectable with
other similarly configured vehicles 20 to facilitate scaling. As a
result, vehicle 20 may provide three-phase power as indicated by
block 92 or may be part of an electrical micro-grid 94.
[0060] As indicated by block 100, due to its multiple modes of use
in agricultural communities lacking adequate electrical power
infrastructure, vehicle 20 may serve as a valuable community
resource. As indicated by blocks 102, 104, and 106, vehicle 20 may
be managed locally, support on demand use models, and enable
maximizing utilization of vehicle 20 through sharing in an
agricultural community. Vehicle 20 may be shared among multiple
users to best satisfy the needs of the agricultural community.
[0061] FIG. 2 schematically illustrates an example vehicle 20
comprising frame 122, wheels 124, power takeoff shaft 126,
electrical motor 128, energy storage system 130, direct-current
(DC) input coupling 134, DC output coupling 136, AC input coupling
138, AC output coupling 140 and power conversion system 144. Frame
122 comprises one or more structures that support the remaining
components of vehicle 20. Frame 20 serves as part of the chassis
for vehicle 20. In one implementation, frame 20 comprises a single
unitary body from which wheels 124 extend to support frame 20. In
another implementation, frame 20 comprises a base and a module
housing or platform, wherein the base supports wheels 124, PTO 126
and power conversion system 144 and wherein the module housing or
platform supports or contains energy storage system 130. In another
implementation, frame 20 comprises a base and a module housing or
platform, wherein the base supports wheels 124, PTO 126 while the
module housing or platform supports or contains energy storage
system 130 and power conversion system 144. In yet other
implementations, the various components may have other
distributions among multiple portions of frame 122.
[0062] Wheels 124 support frame 122 above an underlying terrain and
serve as ground motive members to move vehicle 20. Wheels 124 are
driven by motor 128. In other implementations, wheels 124 are part
of or are replaced with a track drive.
[0063] Power take off (PTO) 126 comprises a splined output shaft to
be connected to a corresponding input shaft. As will be described
hereafter, in some modes of use, power take of 126 further
facilitates input of torque from a turbine, be they wind turbine or
water turbine, to vehicle 20, the torque is converted into
electrical power that is stored by vehicle 20 or supplied via DC
output coupling 136 or AC output coupling 140. In one
implementation, PTO 126 comprises a six splined category 1N power
takeoff shaft. In other implementations, PTO 126 may have other
configurations. In some implementations, PTO 126 is omitted.
[0064] Motor 128 comprises an electrical motor selectively operably
connected to wheels 124 and/or PTO 126. Electric motor 128 is
connected to PTO 126 and wheels 124 by transmission comprising
various gears and speed reducers, whereby a velocity of wheels 124
and PTO 126 and the torque supplied to wheels 124 and PTO 126 are
user adjustable. In one implementation, motor 128 has a peak power
of 20 kW and a continuous power of 10 kW. In one implementation,
the transmission connecting motor 128 to wheels 126 has a gear
spread of 12.6 to 1, a gear range of six forward gears and three
reverse gears, and a top speed of 26 kph/16 mph. In other
implementations, motor 128 may have other configurations.
[0065] Energy storage system 130 comprises a rechargeable battery
or secondary cell comprising one or more electrochemical or voltaic
cells that convert stored chemical energy into electrical energy.
Energy storage system 130 is configured to have its chemical
reactions reversed through the supply of electrical energy to the
cells, approximately restoring such cells to the original
composition. In one implementation, energy storage system 130
comprises twelve deep cycle sealed lead acid batteries connected in
series to provide 8 kWh of energy storage at 144V nominal. In
another implementation, energy storage system 130 comprises 48
lithium ion cells connected in series and managed by a battery
management system to provide 14 kWh of energy storage at 154V
nominal. In another implementation, energy storage system 130
comprises 120 Zinc Manganese Dioxide cells connected in series and
parallel and managed by a battery management system to provide 7
kWh of energy storage at 164V nominal. In other implementations,
energy storage system 130 may comprise other presently available or
future developed rechargeable batteries, capacitive energy storage
devices such as ultra-capacitors, or kinetic energy storage devices
such as flywheels.
[0066] Direct-current (DC) input coupling 134 comprises a connector
to facilitate connection to a plug or other coupling of a DC power
supply source, other than vehicle 20, for the input of electrical
current, direct charge, unidirectional flow of electric charge. DC
output coupling 136 comprises a connector to facilitate connection
to a plug or other coupling of a power recipient, other than
vehicle 20, for the output of DC electrical power. Alternating
current (AC) input coupling 138 comprises a connector to facilitate
connection to a plug or other coupling of an AC power supply source
for the input of electrical current, direct charge, unidirectional
flow of electric charge. AC output coupling 140 comprises a
connector to facilitate connection to a plug or other coupling of a
power recipient, other than vehicle 20, for the output of AC
electrical power. Although the couplings 134, 136, 138 and 140 are
illustrated as having the particular configurations depicted, in
other implementations, one or more of couplings 134, 136, 138 and
140 may have other presently utilized or future developed power
connectors.
[0067] Power conversion system 144 comprises an electric power
conversion device that provides bidirectional flow between AC and
DC power domains. In the example illustrated, power conversion
system 144 comprises a first converter 146 (also known as an
inverter) and a second converter 148 (also known as an inverter).
First converter 146 has a DC side selectively connectable to
battery 130 or DC input and output couplings 134, 136. First
converter 146 has an AC side that a selectively connectable to
motor 128 or AC output coupling 140. Second converter 148 has a DC
side selectively connectable or disconnectable to and from battery
130. Second converter 148 has an AC side that is selectively
connectable to AC input coupling 138 or AC output coupling 140. In
the example illustrated, inverters 146, 148 are also selectively
connectable to one another. In one implementation, the
above-described switches are actuated between different switching
states by solenoids other powered actuators in response to control
signals from a controller in the form of an application-specific
integrated circuit (ASIC) or control Board. In yet other
implementations, the above-described switches are actuated between
different switching states mechanically or manually by an
operator.
[0068] As will described hereafter, because power conversion system
144 provides bidirectional flow between AC and DC domains, vehicle
20 provides a multitude of different modes of use. FIG. 2
illustrates one example mode of use in which the schematically
illustrated switches are actuated to states such that vehicle 20 is
in a grid recharging state, wherein vehicle 20 is undergoing AC
charging, receiving AC electrical power from a plug or other
connector of a power grid 32 connected to AC input coupling 138. As
shown by FIG. 2, in the grid recharging mode of use, the AC side of
converter 148 is connected to AC input coupling 138 while the DC
side of converter 148 is connected to battery 130.
[0069] During recharging, AC power is received through AC input
coupling 138, transformed by converter 148 to direct-current and
conducted to battery 130 to recharge battery 130. In one
implementation, vehicle 20 is configured to receive up to 16 A of
230 voltage AC (VAC), and is able to accept lower currents and
voltages. In the example illustrated, converter 148 is configured
to automatically optimize the charging of battery 130, providing an
efficiency of at least about 90%.
[0070] FIG. 3 schematically illustrates vehicle 20 in a turbine
input mode of use in which the batteries are recharged by power
provided by a water turbine 42 or a wind turbine 44. In the turbine
input mode of use, the schematically illustrated switches are
actuated to states such that power takeoff 126 is connected to
motor 128 and powered motor 128 is not connected to wheels 124.
Motor 128 is connected to the AC side of power converter 146 while
the DC side of power converter 146 is connected to battery 130. PTO
126 is connected to a corresponding splined sleeve or connector
that is rotationally driven by a water or wind turbine. Torque from
the turbine 42, 44 is provided to PTO 126 which rotates the rotor
of motor 128 such that motor 128 functions in a reverse fashion,
serving as a generator. The alternating current electrical power
generated by motor 128 is transmitted to converter 146 which
outputs DC current which is conducted to battery 13 to charge
battery 130. PTO 126 can also be connected to the rotating output
shaft of a conventionally or bio-mass powered engine, or to human
powered rotary inputs such as a stationary bicycle.
[0071] FIG. 4 schematically illustrates vehicle 20 in a solar
recharging mode in which vehicle 20 is electrically connected to
solar panel 46 by DC input coupling 134. In the solar recharging
mode of use, the schematically illustrated switches are actuated to
states such that DC input coupling 134 is electrically connected to
the DC side of converter 146. The AC side of converter 146 is
electrically connected to the AC side of converter 148. The DC side
of converter 148 is electrically connected to battery 130. As a
result, the direct-current received through coupling 134 from solar
panel 46 passes through conversion 146 and 148 such that the DC
electric current is at an appropriate voltage for charging battery
130. Converter 146 control algorithms optionally include Maximum
Power Point Tracking (MPPT) functionality to optimize solar panel
power extraction under variable sunlight conditions. Other DC power
sources, such as fuel cells, can also be connected to DC input
coupling 134 to provide power for charging battery 130.
[0072] FIG. 5 schematically illustrates vehicle 20 in a mode of use
in which vehicle 20 serves as a load leveling solar inverter. When
serving as a load leveling solar inverter, vehicle 20 converts the
variable DC output of the photovoltaic solar panel 46 into a
utility frequency alternating current and may be fed into an
electrical grid or used in a local, off grid electrical network.
Vehicle 20 additionally provides battery storage facilitated load
leveling, storing energy produced by solar panel 46 during peak
sunlight hours or times and supplying energy to the grid during
off-peak hours or at night. In the load leveling solar inverter
mode, the schematically illustrated switches are actuated to states
such that DC input coupling 134 is electrically connected to the DC
side of converter 146. The AC side of converter 146 is electrically
connected to the AC side of converter 148. The AC side of
converters 146, 148 are further electrically connected to AC output
coupling 140 which is connected to an electrical grid or other AC
power consumer 152. The DC side of converter 148 is electrically
connected to battery 130.
[0073] As a result, during power generation peak hours in which
excess power above the demands of consumer 152 is generated,
battery 130 is charged. During such times, the direct-current
received through coupling 134 from solar panel 46 passes through
conversion 146 and 148 such that the DC electric current is at an
appropriate voltage for charging battery 130. During times when
power generation may have fallen off, such as on a cloudy day or
during the night, battery 130 supplies electrical power to consumer
152. In particular, battery 130 supplies DC power which is
converted by converter 148 to AC power to supplement the AC power,
if any, resulting from the current supply of DC power from solar
panel 46 and received through coupling 134. In one implementation,
vehicle 20 is configured to receive up to 20 kW from a solar array
46 and to output AC power of up to 7 kW, providing a solar output
efficiency of 90% and a solar to battery efficiency of 85%. Vehicle
20 facilitates the continuous supply of AC power regardless of the
current solar conditions.
[0074] FIGS. 6-8 schematically illustrates vehicle 20 in modes of
use wherein vehicle 20 is driven under power to move across a
terrain. FIG. 6 schematically illustrates vehicle 20 in a transport
or mobility mode for performing tasks such as delivering crops to
market or retrieving supplies such as water, fertilizer,
insecticide, herbicide or the like. Such powered mobility may
further push or pull various implements connected to vehicle 20,
such as to a drawbar of the vehicle 20, to carry out tasks such as
plowing, cultivating, planting or harvesting. When in the vehicle
mobility mode illustrated in FIG. 6, the schematically illustrated
switches are actuated to states such that battery 130 is connected
to the DC side of converter 146 which converts the power from
battery 130 to variable frequency, variable voltage AC power. The
AC side of converter 146 is connected to motor 128 which is
connected to wheels 124 to drive wheels 124 and propel vehicle 20.
In one implementation, the transmission coupling wheels 124 and
motor 128 further provides regenerative braking, wherein to slow
vehicle 20 down, the rotation of wheels is used to drive a rotor to
produce electrical current, utilizing motor 128 as a generator,
whereby the produce electrical current is stored in battery
130.
[0075] In one implementation, vehicle 20 provides a speed of up to
26 kph/16 mph with a peak power or RPM of 20 kW and continuous
power of 10 kW. In one such implementation, battery 130 provides
vehicle 20 with an estimated range of 40 km/25 miles. In one
implementation, the transmission connecting motor 128 to wheels 124
provides vehicle 20 with a gear spread of 12.6 to 1, a gear range
of six forward gears and three reverse gears and an efficiency of
at least 60% and nominally at least 90%.
[0076] FIG. 7 illustrates vehicle 20 in a multimode state in which
vehicle 20: (1) is receiving supplemental AC power from a generator
to charge battery 130; (2) in which battery 130 is powering wheels
124 to propel the vehicle across a terrain, such as across a field;
and (3) in which battery 130 is powering PTO 126 to perform various
agricultural operations or tillage operations, such as rotary
tilling, as the vehicle 20 moves across a field. In the mode
illustrated in FIG. 7, a fuel powered generator 154 is carried by
vehicle 20 and is electrically connected to vehicle 20 by AC input
coupling 138. In the mode illustrated, the schematically
illustrated switches are actuated to states such that AC input
coupling 138 is connected to the AC side of converter 148. The DC
side of converter 148 is connected to battery 130. Battery 130 is
connected to the DC side of converter 146. The AC side of converter
146 is connected to motor 128 which is connected to both wheels 124
and PTO 125. AC power generated by generator 154 is converted by
converter 148 to charge battery 130. Power from battery 130 is
converted by converter 146 to AC power to drive motor 128 which
drives wheels 124 to propel a vehicle across a field while PTO 125
is driven to drive a piece of tillage equipment, such as a rotary
tiller. As a result, converter 146 provides an appropriate voltage
level for alternating current to drive motor 128 and drive wheels
124 of vehicle. At the same time, converter 148 converts the
received AC power to DC power for charging battery 130.
[0077] In one implementation, vehicle 20 outputs a total of about
10 kW of power of which 3.5 kW is produced by generator 154.
Generator 154 facilitates continuous operation of vehicle 20 to
avoid depletion of battery 130. Similar to the mode illustrated
with respect to FIG. 6, vehicle 20 provides a gear spread of 12.6
to 1, a gear range of six forward gears and three reverse gears and
an output PTO speed of 540 rpm. The simultaneous output of power to
wheels 124 and PTO 125 facilitates tillage as vehicle 20 moves
across the field.
[0078] FIG. 8 illustrates a multimode use of vehicle 20 in which
vehicle 20 provides refrigerated transport. As shown by FIG. 8,
vehicle 20 carries a refrigeration unit 156 connected to vehicle 20
through AC output coupling 140. In one implementation,
refrigeration unit 156 is built-in as part of vehicle 20. In
another implementation, refrigeration unit 156 comprises a separate
and independent refrigeration module which is carried by vehicle
20, such as upon a cargo bed of vehicle 20. In the illustrated
refrigerated transport mode, the schematically illustrated switches
of vehicle 20 are actuated to states such that battery 130 is
connected to the DC side of converter 148. The AC side of converter
148 is connected to AC output coupling 142 to supply AC power to
the refrigeration unit 156. At the same time, battery 130 is
electrically connected to the DC side of converter 146. The AC side
of converter 146 is electrically connected to motor 128 which is
connected to wheels 124 by a transmission to drive wheels 124 and
propel vehicle 20. As a result, converter 146 provides an
appropriate voltage level for alternating current to drive motor
128 and drive wheels 124 of vehicle 20. At the same time, converter
148 converts the received DC power to an appropriate voltage of AC
power for refrigeration unit 156.
[0079] In one implementation, vehicle 20 outputs up to 7 kW of
power. Motor 128 and the transmission connecting motor 128 to
wheels 124 provide vehicle 20 with the gear spread of 12.6 to 1, a
gear range of six forward gears and three reverse gears. In one
implementation, the refrigeration unit 156 comprises a 5 kW fridge,
wherein vehicle 20 powers the refrigeration unit across an
estimated range of travel of vehicle 20 of 25 km/16 miles.
[0080] FIGS. 9-10 illustrate vehicle 20 in power conversion and
supplying modes of use. FIG. 9 shows a vehicle 20 in an AC inverter
mode in which DC power from battery 130 is converted to AC power
for multiple uses, such as powering a residential home. In the AC
inverter mode illustrated, each of the schematically illustrated
switches is actuated to a state such that battery 130 is connected
to converter 148 which is connected to AC output coupling 140.
Converter 148 converts the supplied DC power to an appropriate AC
power for the AC power recipient connected to AC output coupling
140.
[0081] In one implementation, vehicle 20 supports short-term
overload on startup and provides 230 V of AC power at 50 Hz.
Vehicle 20 provides a continuous output of power of 7 kW and
efficiency of at least 80% and nominally at least 90%.
[0082] FIG. 10 schematically illustrates vehicle 20 in a continuous
power supply mode in which battery 130 automatically supplies
electrical power when the supply of power from an electrical power
grid 158 connected to AC input coupling 138 is interrupted. In the
power supply mode illustrated in FIG. 10, each of the schematically
illustrated switches are actuated to states such that AC input
coupling 138 is electrically connected to converter 148. Converter
148 is electrically connected to battery 130. Battery 130 is
electrically connected converter 146. Converter 146 is selectively
connected to AC output coupling 140. As indicated by arrows,
vehicle 20 receives power from power grid 158 through AC input
coupling 138. The received power passes across converters 148 and
146 prior to being supplied to the power consumer through AC output
coupling 140. Power from power grid 158 powers battery 130 to
maintain battery 130 in a fully charged state. During interruptions
of power from power supply grid 158, battery 130 automatically
supplies DC power to converter 146 which supplied AC power to
output coupling 140. As a result, the supply of AC power to output
coupling 140 is continuous despite an interruption in the supply of
power from power grid 158.
[0083] In one implementation, vehicle 20 provides continuous power
of 3.5 kW at an efficiency of 85%. In one implementation, vehicle
20 supports high peak power output, and provides pure sine wave
output power regardless of input power wave form shape. Vehicle 20
reduces or eliminates power supply cut out due to the loss of grid
158.
[0084] FIGS. 11 and 12 illustrate vehicle 20 in modes of use in
which vehicle 20 is stationary, but in which PTO 125 is driven.
FIG. 11 illustrates vehicle 20 in a pumping/drilling mode. In the
illustrated mode, the schematically illustrated switches are
actuated to states such that battery 130 is connected to converter
146 which is electrically connected to motor 128. Motor 128 is
connected to PTO 125 by a transmission so as to drive PTO 125. PTO
125 is connected to pumping or drilling equipment. As indicated by
the arrows, DC power from battery 130 is converted to an
appropriate AC power for driving motor 128 which drives PTO 125 and
the connected pumping/drilling equipment. In other implementations,
other tools or equipment may be powered upon being connected to PTO
125.
[0085] FIG. 12 illustrates vehicle 20 in a grid powered PTO mode in
which vehicle 20 converts AC power into torque for driving PTO 125
to drive milling, pumping, drilling or devices powered by PTO 125.
In the grid powered PTO mode, AC input coupling 138 is connected to
an AC grid 32. The schematically illustrated switches are actuated
to states such that AC input coupling 138 is connected to converter
148 which converts the received AC power to DC power. Converter 148
is connected to battery 130 and converter 146. Converter 146
received DC power and outputs AC power. Excess energy not being
utilized charges battery 130. In times of deficiency, battery 130
supplies energy. Converter 146 is electrically connected to motor
128 which is connected to PTO 125 to supply torque to PTO 125 to
power the implement or device being driven by PTO 125.
[0086] FIG. 13 schematically illustrates multiple vehicles 20
interconnected in a chain to scale up power conversion and supply
capabilities. In the example illustrated in FIG. 13, three vehicles
20, vehicles 20A, 20B, 20C, are connected to one another in a chain
or series. AC input coupling 138 of vehicle 20A is connected to and
receives AC power from power grid 32. At the same time, DC input
coupling 134 is connected to and receives DC power from solar
panel(s) 46. AC output coupling 140 is connected to and supplies AC
output to a first residential home 160 while DC output coupling 136
supplies DC power to the next vehicle 20B.
[0087] DC input coupling 134 of vehicle 20B is connected to receive
power from DC output coupling 136 of vehicle 20A. Vehicle 20B also
receives AC power from generator 154 through AC input coupling 134
of vehicle 20B. AC output coupling 140 of vehicle 20A is electric
connected to and supplies power to a second, different, residential
home 162. DC output coupling 136 of vehicle 20B is electrically
connected to DC input coupling 134 of the next adjacent vehicle
20C. Vehicle 20C receives AC electric power produced by a turbine
42, 44 through AC input coupling 134. Although not illustrated,
vehicle 20C may supply either AC power or DC power to a recipient
such as yet a third residential home or commercial/manufacturing
facility or such as a PTO powered device or implement such as a PTO
powered auger, PTO powered pump, or a PTO powered mill.
[0088] FIG. 14 schematically illustrates vehicle 220, an example
implementation of vehicle 20. Vehicle 220 facilitates bidirectional
DC power flow while preventing unsafe direct connection between
battery 130 and DC input and output couplings 134 and 136,
respectively. Vehicle 220 provides flexible or configurable
connections between two power converters to support multiple
different operating modes. Vehicle 220 provides reuse of commercial
office-the-shelf mechanical power transmission components. In the
example illustrated, Vehicle 220 utilizes 14 total power
semiconductor switches (seven per converter).
[0089] As shown by FIG. 14, vehicle 220 comprises frame 122, PTO
126 and motor 128 (each of which are described above). Vehicle 220
is specifically illustrated as further comprising transmission 231
and rear drive assembly 232 comprising wheels 124, rear axle 233,
differential 235 and brake assemblies 237. Transmission 231
comprises a presently known or future developed transmission
operably coupled between motor 128 and rear axle 233 and the output
shaft of PTO 126.
[0090] For purposes of this disclosure, the term "coupled" shall
mean the joining of two members directly or indirectly to one
another. Such joining may be stationary in nature or movable in
nature. Such joining may be achieved with the two members or the
two members and any additional intermediate members being
integrally formed as a single unitary body with one another or with
the two members or the two members and any additional intermediate
member being attached to one another. Such joining may be permanent
in nature or alternatively may be removable or releasable in
nature. The term "operably coupled" shall mean that two members are
directly or indirectly joined such that motion may be transmitted
from one member to the other member directly or via intermediate
members.
[0091] Transmission 231 transmits torque from motor 128 to wheels
124 and PTO 126. Transmission 231 provides user selectable gear
ratios or speeds. In one implementation, transmission 231 provides
six forward gear ratios and three reverse gear ratios. In other
implementations, transmission 231 may have other transmission
configurations.
[0092] Rear axle or axles 233 support wheels 124 and are operably
coupled to transmission 231 to facilitate rotational driving wheels
124 to propel vehicle 220. Differential 235 comprise a
conventionally known or future developed differential assembly
which allows outer drive wheels to rotate faster than the inner
drive wheels during a turn. In particular, differential 235
comprises a gear train configured such that the angular velocity of
the carrier is the average angular velocity of left and right
output shafts. In some implementations, differential 235 is
omitted.
[0093] Brake assemblies 237 comprising a disc brake or a future
developed brake assembly facilitating braking of wheels 124. The
example illustrated, braking assemblies 237 comprise disc brakes,
having a brake disk which is frictionally engaged by a brake pad.
In other implementations, brakes and pads 237 may comprise other
break configurations.
[0094] As further shown by FIG. 14, vehicle 220 comprises electric
power module 300. Electric power module 300 comprises a removable
module, a module that is releasably secured to frame 122. Module
300 may be separated and removed from frame 122 and the remaining
components of vehicle 220. In one implementation, electric power
module 300 is removably securable upon a bed provided by frame 122
by latches, fasteners, clamps, straps or the like.
[0095] In the example illustrated in FIG. 14, electric power module
300 comprises battery 130, DC input coupling 134, DC output
coupling 136, AC input coupling 138, and AC output coupled 140,
described above. The example illustrated, battery 130 comprises a
10 kW 250 V battery. In other implementations, battery 130 may have
other configurations.
[0096] Vehicle 220 additionally comprises power conversion system
344, a specific implementation of power conversion system 144
described above. Power conversion system 344 comprises converter
346, 348, DC relay 350, AC relays 352, 354, 356, motor relay 358,
pack contactors 360 and line filter 362. Converters 346, 348
provide bidirectional flow between AC and DC power domains. In the
example illustrated, each of converters 344, 346 comprises a
logical circuit comprising seven semiconductor switches 364, two
capacitors 366, and two inductors 368 connected as illustrated. In
the example illustrated, each of converters 346, 348 has a 75 amp
peak with a continuous rating of 50 amps. In other implementations,
converters 346, 348 may have other capacities. In other
implementations, converters 246, 348 may have other commercially
available or future developed circuit configurations and other
circuit capabilities.
[0097] Relays 350, 352, 354 and 356 serve as switching devices.
Pack contactors 360 facilitate connection between battery 130 and
the remaining components of module 300. Such contactors facilitate
disconnection upon detection of a collision and provide electrical
isolation of battery 130. In some implementations, pack contactors
360 may be omitted.
[0098] Line filter 362 comprises an electronic filter place between
electronic converters of module 300 and AC output coupling 140.
Line filter 362 attenuates switching harmonics, conducted radio
frequencies, and electromagnetic interference between the line of
AC output coupling 140 and module 300. In some implementations,
line filter 362 is omitted.
[0099] FIG. 15 schematically illustrates vehicle 320, another
example implementation of vehicle 20. Vehicle 320 is similar to
vehicle 220 except that vehicle 320 comprises separable, removable
or independent PTO module 322. Those remaining components are
elements of vehicle 320 which correspond to components are elements
of vehicle 220 are numbered similarly.
[0100] PTO module 322 comprises an independent unit which is
removably or releasably secured to frame 122 of vehicle 320. In one
implementation, PTO module 322 is releasably or removably secured
to frame 122, such as upon a bed of vehicle 320, by fasteners,
clamps, latches, straps or the like. When secured upon frame 122,
PTO module 322 makes connection with rear drive assembly 232,
facilitating driving of rear drive assembly 232 and PTO 126 by
electric power module 300. When removed from frame 122, PTO module
322 facilitates continued use and powering of PTO 126 by module 300
independent of the rest of vehicle 20, frame 122 and rear drive
232. As a result, the PTO of module 322 provides enhanced
versatility.
[0101] In the example illustrated, PTO module 322 supports
removable electric power module 301. Module 301 is similar to
module 300 described above except that module 301 additionally
comprises relay 359 for releasable connection to PTO module 322.
Module 301 is separable and removable from PTO module 322 and PTO
module 322 is separable and is removable from the remainder of
vehicle 320. As a result, module 301 is usable with and
interchangeable amongst different vehicles, such as vehicle 220 and
vehicle 320. In other implementations, electric power module 301 is
not removable, but as an integrated part of module 322. In yet
other implementations, PTO module 322, with removable module 301 or
with an integrated module 301, is also integrated as part of
vehicle 320, not being removable from or separable from frame 122
and rear drive assembly 232 of vehicle 320. For purposes of this
disclosure, the term "removable" means that the removable component
is removable as a unit without requiring disassembly of the larger
assembly comprising the unit, wherein connection of the unit to the
larger assembly, without additional modification of the larger
assembly or the unit, renders the larger assembly usable with the
unit.
[0102] In the example illustrated, PTO module 322 comprises two
separate motors 328A and 328B in place of motor 128 of vehicle 220
and additionally comprises PTO brake assembly 380, planetary gears
382, 384, Park Pawl disc 386 and shift actuator 388. Motor 328A is
releasably connected to motor relay 358 by a plug and port
connection. Motor 328A is operably coupled to planetary gear 382.
Motor 328B is releasably connected to relay 359 of module 301 by a
plug and port arrangement. Motor 328B is operably coupled to PTO
126 to drive PTO 126 independent of the speed at which motor 328A
drives rear drive assembly 232.
[0103] PTO brake assembly 380 provides controlled braking of PTO
126 and supplies reaction torque to enable both motor 328A and 328B
to supply torque to the wheels. In the example illustrated the
brake system comprises a brake disk in contact with a brake pad in
a brake caliper. In other implementations, brake assembly 380 may
have other configurations.
[0104] Planetary gear set 382 receives power from both motors 328A
and 328B. Shift actuator 388 provides user controlled actuation of
planetary gear sets 382 and 384 to provide up to four different
drive ratios plus neutral and park for rear drive assembly 232.
Park pawl disc 386 serves as a brake/clutch to disconnect planetary
gear sets 382 and 384 such that PTO 126 may be driven with torque
from both motors 328A and 328B while rear drive assembly 232
remains inactive. In the example illustrated, planetary gear sets
382 and 384 provide automated shifting to minimize gear stages,
reduce operator workload, and improve efficiency. In other
implementations, other forms of clutching mechanisms are employable
between planetary gear sets 382 and 384. In yet other
implementations, PTO transmission 322 may have other configurations
that provide independent driving or powering of PTO 126 and rear
drive assembly 232 as well as automated or manual shifting.
[0105] FIG. 16 illustrates vehicle 420, another example
implementation of vehicle 20. Vehicle 420 is based on an
electrical-to-mechanical-to-electrical conversion process which
uses gearing and dual motors to shift DC voltage levels. Vehicle
420 comprises frame 122 and rear 232 (described above), power and
PTO module 422 and transmission 431. Power and PTO module 422
selectively drives PTO 126 and provides power or torque to
reardrive 232 via transmission 431. In the example illustrated,
power and PTO module 422 comprises a removable, independently
operable module or unit that can be separated or removed from frame
122 and operated independently of reardrive 232 and transmission
431, providing a stationary source of torque via PTO 126 powering
the pump, mill, or other PTO driven device. In other
implementations, the components of PTO module 422 are alternatively
integrated as part of vehicle 420.
[0106] Power and PTO module 422 comprises battery 130, DC input
coupling 134, DC output coupling 136, AC input coupling 138, AC
output coupling 140, solar panel connection 434, three-phase
inverters 444, 446, 448, motor 528A, motor 528B, AC line filter
462, PTO brake assembly 480 and planetary gear set 482. Battery
130, DC input coupling 134, DC output coupling 136, AC input
coupling 138 and AC operably coupling 140 are described above. In
the example illustrated, battery 130 comprises a high-voltage 600 V
battery. In other implementations, battery 130 may have other
configurations.
[0107] Solar panel connection 434 comprises a connector configured
to releasably connect to a power output of a solar panel or solar
panel array. Solar panel connection 434 receives DC power from the
connected solar panel or solar panel array. In some
implementations, connection 434 is omitted, wherein connection to
the solar panel or solar panel array is made via DC input coupling
134.
[0108] Inverters 444, 446, 448 are similar to power converters 344,
346 described above but lack integral boost capability. In the
example illustrated, each of inverters 444, 446, 448 comprises a
commercially available three-phase inverter. In the illustrated
each of inverters 444, 446, 448 utilizes six power semiconductor
switches to convert between AC and DC power domains. In the example
illustrated each of inverters 444, 446 and 448 comprise a 10 kW
power inverter, commercially available from agricultural and heavy
truck inverter suppliers. In other implementations, other or custom
built three-phase power inverters may be used.
[0109] Inverter 444 serves as a PTO high-voltage motor controller
for PTO motor 528A. Inverter 446 serves as a high-voltage drive
motor controller for rear-drive electric motor 528B. Inverter 448
serves as a grid tie inverter for AC input coupling 138 and AC
output coupling 140.
[0110] Motors 528A and 528B are similar to motors 328A and 328B
described above. Motors 528A and 528B cooperate to drive planetary
gear set 482 which drives PTO 126 and/or reardrive assembly 232 via
transmission 431. AC line filter 462 is similar to filter 362. AC
line filter 462 comprises an electronic filter place between
electronic components of module 300 and AC output coupling 140.
Line filter 362 attenuates conducted radio frequencies and
electromagnetic interference between the line of AC output coupling
140 and module 300. In some implementations, line filter 362 is
omitted. Brake assembly 480 is similar to brake assembly 380
described above.
[0111] Transmission 431 operably coupled the output of planetary
gear 482 to rear drive 232. As schematically illustrated in FIG.
16, transmission 431 comprises a two speed gearbox with a neutral
486 with an associated shift mechanism 488. Transmission 431 allows
an operator to power rear drive assembly 232. In other
implementations, transmission 431 may provide greater or fewer of
such available gears or speeds.
[0112] FIG. 17 schematically illustrates vehicle 620, another
example implementation of vehicle 20. Vehicle 620 is similar to
vehicle 220 except that vehicle 620 comprises power module 700 in
place of power module 300 and additionally utilizes motor
controller 702. Power module 700 comprises battery 130 DC input
coupling 134, DC output coupling 136, AC input coupling 138, AC
output coupling 140, solar panel connection 434, inverter 446,
DC/DC converter 750 and AC line filter 462 (described above).
Battery 130 comprises a low-voltage battery having an output of
less than or equal to 100 V and nominally 48 V. As schematically
shown by FIG. 17, low-voltage battery 130 is directly accessible
from module 700 via external ports, plugs or cables.
[0113] In the example illustrated, inverter 448 serves as a grid
tie inverter. Converter 750 is electrically connected between
inverter 448, battery 130 and controller 702. Converter 750
bi-directionally converts DC power between different voltages.
Regenerative braking energy captures by motor 128 can be used to
charge battery 130. Power from battery 130 can be boosted to above
the desired AC output peak voltage level via converter 750,
resulting in grid-tie inverter 448 not requiring an integral boost
functionality and only requiring six switches. High voltage solar
panel DC input or rectified high voltage AC input can be bucked
down to voltage levels suitable for charging battery 130 via
bi-directional converter 750. In the example illustrated, module
700 comprises 16 total power semiconductor switches with six
switches for inverter 448 and controller 702 and four for converter
750.
[0114] Motor controller 702 comprises a commercially available
existing traction drive inverter/motor controller. For example, in
one implementation, motor controller 702 comprises a 10 kW drive
commercially available from various golf-cart and utility equipment
suppliers. Motor controller 702 receives DC power from battery 130
or converter 750 and convert such DC power to AC power at an
appropriate voltage for controlling and driving motor 128 which
drives rear drive assembly 232 via transmission 231. Because motor
controller 702 is provided external to power module 700, the cost
and complexity of the stand-alone power module 700 is reduced.
FIGS. 18-20 illustrate vehicle 820, an example implementation of
vehicle 20, 220, 424 or 620. As shown by FIG. 18, vehicle 820
comprises drive unit 821 and electric power module 900. Drive unit
821 removably supports electric power module 900 such that drive
unit 821 is interchangeable with various different electric power
modules 900. Drive unit 821 receives power from electric power
module 900 and utilizes such power to drive or move from one
location to another, carrying module 900. In some implementations,
drive unit 821 further utilize such power to drive a power takeoff.
In the example illustrated, drive unit 821 comprises frame 122 as
well as PTO 126 and motor 128 (each of which are described above).
Drive unit 821 further comprises transmission 231 and rear drive
assembly 232 comprising wheels 124, rear axle 233, differential 235
and brake assemblies 237 (each of which is described above with
respect to vehicle 220 and FIG. 14).
[0115] Electric power module 900 comprises a removable module, a
module that is releasably secured to frame 122 such that module 900
may be separated and removed from frame 122 and the remaining
components of vehicle 820. In one implementation, electric power
module 300 is removably securable upon a bed provided by frame 122
by latches, fasteners, clamps, straps or the like.
[0116] In the example illustrated in FIG. 18, electric power module
900 comprises battery 130, DC input coupling 134, DC output
coupling 136, AC input coupling 138, and AC output coupled 140 as
described above. Electric power module 900 additionally comprises
power conversion system 344, described above, wherein system 344
comprises converter 346, 348, DC relay 350, AC relays 352, 354,
356, motor relay 358, pack contactors 360 and line filter 362.
[0117] As shown by FIGS. 18-20, electric power module 900 is shaped
in size to form a bed 902 comprising a floor 904 for supporting and
carrying cargo. In the example illustrated, bed 902 is additionally
surrounded by a rear wall 906 and opposing sidewalls 908 to form a
cargo hold surrounded on three sides. In one implementation, bed
902 is additionally bordered by a fixed upstanding front wall (not
shown) opposite rear wall 906 or an end gate opposite to rear wall
906, wherein the end gate is hinged so as to pivot to an open
position or slidable for removal to facilitate loading of cargo or
payload. As shown by FIGS. 19 and 20, bed 904 and the surrounding
walls 906, 908 are configured to contain and hold cargo that either
supplies power to vehicle 900 or that consumes power provided by
vehicle 820. For example, FIG. 19 illustrates the formed cargo hold
of module 300 containing generator 154 (described above), wherein
generator 154 is plugged into electric power module 900. FIG. 20
illustrates the formed cargo hold of module 900 containing
refrigeration unit 156 (described above), wherein refrigeration
unit 156 is plugged into our connected to module 900 to be powered
by module 900 to providing refrigerated transport.
[0118] FIGS. 21 and 22 illustrate electric power module 900
disconnected and lifted or separated from frame 122. As shown by
FIGS. 21 and 22, electric power module 900 comprises front lift
handles 912, rear lift handles 914, wheel wells 916, heat sinks
920, AC output access openings 922, DC cable 926, AC cable 928 and
control console 930. Front lift handles 912 and rear lift handles
914 facilitate manual lifting of module 900. Front lift handles 912
are located at a front-end of module 900 on opposite side corners
of bed 904 while rear lift handles 914 are located at a rear of
module 900 on opposite side corners of module 900. In the example
illustrated to each of handles 912, 914 comprises a tube or
cylinder located within an opening, the tubular cylinder being
sized (a diameter of at least 1 inch) to be manually gripped by a
person's hand. The front cylinders forming front lift handles 912
extend along a transverse axis while the cylinders forming rear
lift handles 914 extend along longitudinal axes. As a result,
handles 912 facilitate lifting from a front end of module 900 while
handles 914 facilitate lifting from opposite transverse sides of
module 900. In other implementations, handles 912, 914 may have
other configurations or may be omitted.
[0119] Wheel wells 916 comprise cavities or openings formed in the
front left and right corners of module 900. Wheel wells 916 extend
partially below bed 914 and are sized to receive front wheels 125
of drive unit 821 shown in FIG. 18. Wells 916 partially cover and
protect wheels 125 and facilitate a reduced width of vehicle 822
allowing vehicle 820 to travel through constricted spaces. In other
implementations, wheel wells 916 are omitted, wherein wheels 125
project beyond the sides of module 900.
[0120] Heatsinks 920 comprises heat dissipating structures, such as
convoluted sheets of thermally conductive material, such as metal.
Heatsinks 920 extend adjacent to heat emitting components of module
900. In the example illustrated, heatsinks 920 extend adjacent to
power converters or power inverters 344, 346 to dissipate heat
produced by such inverters 344, 346. As shown by FIGS. 21 and 22,
heatsinks 920 are recessed within the sidewalls 908 and do not
increase the overall footprint or width of vehicle 820.
[0121] AC output access openings 922 comprise openings through
sidewalls 908, wherein such openings 922 provide axis to oppositely
facing AC output couplings 140. In the example illustrated, AC
output couplings 140 face opposite transverse directions and are
recessed below an upper portion of rear wall 906. As a result, rear
wall 906 protects AC output couplings 140, serving as a ceiling or
roof for AC output couplings 140. In the example illustrated, AC
output couplings 140 are mounted or supported upon angled
transverse faces 932 which further inhibits water entrapment.
Because AC output axis openings 922 are provided on opposite
transverse sides of module 900, AC power may be provided to power
recipients on either side of module 900.
[0122] As shown by FIG. 21, DC cable 926 comprises an electric
power cable by which DC power is supplied to module 900. For
example, in one implementation, DC cable 926 comprises a solar
panel cable. In the example illustrated, DC cable 926 is integral
with module 900, wrapped about a spool 934 extending within a
recess or cavity 936 formed on a rear face of rear wall 906.
[0123] AC cable 928 comprises an electric power cable by which AC
power may be provided by module 900. In the example illustrated, AC
cable 928 comprises a three phase AC cable. In the example
illustrated, AC cable 928 is integral with module 900, wrapped
about a spool 938 extending within a recess or cavity 940 formed on
a rear face 907 of rear wall 906.
[0124] Control console 930 facilitates control of module 900.
Console 930 extends on an upper portion of rear wall 906 and faces
rearwardly, facilitating use of console 930 by an operator seated
upon vehicle 920 behind module 900. Control console 930 comprises
monitor or display screen 944 and keypad 946. In some
implementations, display screen 944 is replaced with a cluster of
gauges. Display screen 944 facilitates monitoring of the current
settings and performance of module 900. Keypad 946 facilitates the
input of commands, credentials, authorization keys (such as a PIN
code) and the like. In some implementations, keypad 946 may
comprise other forms of input such as pushbuttons, slider bars and
the like. In one implementation, keypad 946 is omitted, wherein
display screen 944 comprises a touch screen.
[0125] FIGS. 23 and 24 illustrate electric power module 1000,
another implementation of power module 900. Electric power module
1000 is similar to electric power module 900 except that module
1000 comprises sidewalls 1008 in lieu of sidewalls 908, comprises
AC output couplings 1040 in lieu of AC output couplings 140 and
comprises AC charging cord 1042. FIGS. 23 and 24 illustrate
electric power module 1000 disconnected and lifted or separated
from frame 122. As shown by FIGS. 23 and 24, electric power module
900 comprises front lift handles 912, rear lift handles 914, wheel
wells 916, heat sinks 920, DC cable 926, AC cable 928 and control
console 930, each of which is described above with respect to
electric power module 900.
[0126] Sidewalls 1008 are similar to sidewalls 908 exhibit
sidewalls 1008 omit tapered ends, increasing the load capacity of
bed 902. Lift handles 912 are located at the upper forward most
corners of sidewalls 1008. AC output couplings 1040 are similar to
AC output couplings 140 except that AC output couplings 1040 are
located in opposite sides of console 930, providing more convenient
access to such AC output couplings. As a result, sidewalls 1008
further omit AC output axis openings 922.
[0127] AC charging cord 1022 comprises an electric power cable by
which AC power may be provided by module 1000. In the example
illustrated, AC cable 1022 is integral with module 900, wrapped
about a spool 1044 extending within a recess or cavity 1046 formed
on a front face 1047 of rear wall 906. As a result, cable 1022 is
accessible within bed 902 to receive AC power from a generator
within bed 902 or from other off-board AC power sources.
[0128] FIGS. 23 and 24 are transparently shown so as to illustrate
internal electrical power storage and conversion components of
electric power module 1000. In some implementations, the
illustrated internal electrical power storage and conversion
components are also provided as part of electric power module 900
described above or any of the electric power models described in
the present disclosure. As shown by FIGS. 23 and 24, module 1000
comprises power inverters or converters 344, 346 described above.
As further shown by such figures, electric power module 1000
comprises a battery 130 in the form of a layout of lithium ion
storage cells 1050. In one implementation, battery 130 comprises a
layout of forty eight 90 Ah LiFePO.sub.4 cells with a 13.8 kWh
Nameplate and a 178Vmax-154Vnom-134Vmin rating.
[0129] FIGS. 25 and 26 illustrate two alternative layouts for
battery 134 module 1000, module 900 or any of the electric power
models described in the present disclosure. FIG. 25 illustrates
battery 130 comprising a layout of lead acid cells 1060. In one
implementation, the layout of lead acid cells forming battery 130
comprise twelve 55 Ah lead acid cells having a 7.9 KWh Nameplate
and a 173Vmax-144Vnom-126Vmin rating. FIG. 26 illustrates battery
130 comprising a layout of Zinc cells 1070. In one implementation,
the layout of Zinc cells forming battery 130 comprise a one hundred
and twenty 45 Ah ZnMnO.sub.2 cells having a 6.6 KWh Nameplate and a
200Vmax-164Vnom-132Vmin rating.
[0130] FIGS. 27-30 illustrate vehicle 1120, another example
implementation of vehicle 20. Vehicle 1120 is similar to vehicle
820 except that vehicle 1120 is illustrated as having replaced or
interchanging electric power module 900 with electric power module
1000 and that vehicle 1120 comprises frame 1122 in lieu of frame
122 and lighting system 1127. Those remaining components of vehicle
1120 which correspond to components of the above-described vehicles
are numbered similarly.
[0131] Frame 1122 is similar to frame 122 except a frame 1122
additionally comprises module stop 1131. Module stop 1131 comprises
an upstanding structure located so as to extend between the
supported module, such as model 900 or module 1000, and the
operator seating area of the vehicle. In the example illustrated,
module stop 1130 comprises a series of posts or tubes forming a
bracket or open framework which contacts and abuts rear wall 906 of
the module 900, 1000. In other implementations, module stop 1131
comprises a wall or other structure serving to limit rearward
loading of module 900, 1000 upon platform portion 1133 (shown in
FIG. 29) of frame 1122.
[0132] Lighting system 1127 provides lighting for vehicle 1120. In
the example illustrated, lighting system 1127 is supported by
module stop 1131. As shown by a comparison of FIG. 27 and FIG. 29,
lighting system 1127 comprises a series of pivoting, articulating
or rotating members 1140 and 1142 which repositionably support a
light emitting member 1144. Articulating member 1140 is pivotally
supported by and connected to posts of module stop 1131 to form a
first rotary joint for rotation about axis 1147 perpendicular to
the longitudinal centerline of member 1140, transverse to the
longitudinal axis of vehicle 1120. Member 1142 is rotationally
connected to member 1142 form a second rotary joint for rotation
about axis 1149, the centerline of member 1142. Light emitting
element 1144 is pivotably connected to an end portion of member
1142 to form a third rotary joint for pivotal movement about axis
1151. As shown by FIG. 27, members 1140, 1142 and 1144 are
positionable in a first state which light emitting member 1144
emits light in a forward direction alongside module 900, 1000, from
a height below a top of side walls 1008. Alternatively, members
1140, 1142, 1144 are repositioned to the state shown in FIG. 29 in
which light emitting members 1144 are raised to project light from
a much higher location above a top of module 900, 1000, rearward of
module 900, 1000.
[0133] FIGS. 31-34 illustrate vehicle 1120 comprising module 900 in
lieu of module 1000 with lighting system 1127 in various lighting
orientations or states. FIG. 31 illustrate lighting system 1127 in
a low-beam state. FIG. 32 illustrates lighting system 1127 and a
high-beam state. FIG. 33 illustrates lighting system 1127 in a
floodlight state in which member 1142 is rotated about axis 1149 to
direct or project light in transverse or sideways directions. FIG.
34 illustrates lighting system 1127 in a rear lighting state in
which member 1142 is rotated about axis 1149 and light emitting
members are rotated about axis 1151 to direct light rearward of
vehicle 1120 towards the ground.
[0134] FIGS. 35-40 illustrate lighting system 1227, an alternative
implementation of lighting system 1127. FIG. 35 illustrates one
side of lighting system 1227. As shown by FIG. 35, lighting system
1227 is similar to lighting system 1127 except that lighting system
1227 additionally comprises a mounting structure 1228 extending
from module stop 1131. Member 1140 is rotationally connected to
mounting structure 1228 along an angled joint 1229. Likewise, light
emitting member 1144 is rotationally connected to member 1142 about
angled joint 1231. FIGS. 36-40 illustrate lighting system 1227 in
the low beam state, high beam state, floodlight state and rear
lighting state, respectively.
[0135] FIGS. 41-45 illustrate lighting system 1327, another
implementation of lighting system 1127. Lighting system 1327 is
similar to lighting system 1127 except that lighting system 1327,
light emitting member 1144 is fixed at a preselected angle to
rotational member 1142 and that lighting system 1327 additionally
comprises angle mirrors or reflective surfaces 1329 on the module
900, 1000 being carried by vehicle 1120. FIGS. 42-45 illustrate
lighting system 1327 in the low beam state, high-beam state,
floodlight state and rear lighting state, respectively. As shown by
FIG. 42, in the low beam state, light emitting element 1144, due to
its fixed angle, project light rearwardly onto mirror or reflective
surface 1329 which redirects the light in a forward direction. In
one implementation, each of mirrors 1329 is pivotable or rotatably
supported by module 900, 1000 to adjust the angle at which the beam
of light is reflected in the forward direction. In one
implementation, module 900, 1000 additionally comprises an
actuator, such as a motor, hydraulic or pneumatic cylinder-piston
assembly or the like to selectively reposition mirrors 1329 in
response to control signals generated by the controller of console
930 in response to user input.
[0136] FIGS. 28-30 illustrate additional details with respect to
vehicle 1120. As shown by FIG. 28, in one implementation, vehicle
1120 additionally comprises a sunshade 1160 which extends from
frame 1122 and supports a cover portion 1162 above the operator. In
one implementation, a top surface of cover portion 1162 comprise a
solar panel or solar cells that generate electrical power upon
being impinged by sunlight. Power from such solar cells or the
solar panel is electrically connected to DC input of the module
900, 1000 being carried upon frame 1122. For example, in one
implementation, cable 926 is electrically connected to an output of
the solar panel forming cover 1162.
[0137] As shown by FIG. 30, vehicle 1120 additionally comprises
power takeoff (PTO) 126 and three-point hitch 1164 (category 1N).
As further shown by FIG. 30, the motor 128 of vehicle 1120 (shown
in FIG. 14) includes a connector 1166 for electrical connection to
the module 900, 1000 being carried by frame 1122. For example, in
one implementation, an AC supplying cable extending from the module
900, 1080 plugged into connector 1166 to drive motor 128 to
facilitate driving of vehicle 1120 or powering of PTO 126.
[0138] As noted above, frame 1122 of vehicle 1120 removably
supports an electric power module, such as module 900 or module
1000 described above. In one implementation, the module is manually
tipped onto platform portion 1133 of frame 1122 and pushed or slid
rearwardly on top of platform portion 1133. In one such
implementation, platform portion 1133 includes integrated
cylindrical or rod roller bearings, spherical roller bearings
and/or tracks or guide rails to facilitate sliding movement and
alignment of electric power module being loaded.
[0139] In one implementation, the 1120 additionally comprises a
winch 1170 having a cable 1171 and a pulley 1172 about which the
cable turns (shown in FIG. 46). As shown by FIG. 46, the cable 1171
of winch 1170 may be extended and connected to a lower mounting
point of the electric power module, such as module 1000. In one
implementation, winch 1172 includes a manually rotated crank. In
another implementation, winch 1170 is operably coupled to motor 128
or includes a separate motor, wherein the module being loaded, such
as module 1000, is electrically connected to vehicle 1120 prior to
being loaded sources supply power to the motor of winch 1172 to
drive winch 1172 to load the module onto platform portion 1133.
FIG. 47 illustrates retraction of cable 1171 by winch 1172 to tilt
and load module 1000 onto platform portion 1133 of vehicle
1120.
[0140] FIGS. 48-51 illustrate an example electric power module
support system 1410. Support system 1420 elevates the associated
electric power module above the ground and facilitate loading of
the electric power module onto platform portion 1133 of vehicle
1120. Although illustrated as being employed with module 1000,
support system 1420 is also usable with module 900 or any the
electric car models described in the present disclosure.
[0141] As shown by FIGS. 48-51, support system 1420 comprises two
sets of leg pairs, a rear leg pair 1412 and a front leg pair 1414.
Each of leg pairs 1412, 1414 is pivotally supported by module 1000
and extends from module 1000. In one implementation, system 1410
additionally comprises lockable, but releasable leg retainers which
releasably lock leg pairs 1412, 1414 in the extended position shown
in FIG. 48. To load module 1000, the leg retainers are released or
unlocked. As shown by FIG. 48, each of leg pairs 1412, 1414
elevates a bottom of module 1002 a height at or above the top
surface of platform portion 1133 of vehicle 1120. As shown by FIGS.
49-51, this facilitates manual pushing of module 1000 onto platform
portion 1133 for the winching or manual installation of module 1000
onto platform 1133. In yet other implementations, module 1000 is
electrically connected to motor 128 prior to being loaded, allowing
vehicle 1122 be forwardly driven beneath module 1000 to load module
1000. During loading, leg pair 1412 pivots. Once module 1000 has
been sufficiently loaded upon platform 1133, leg pair 1414 is
pivoted to the collapsed state shown in FIG. 50.
[0142] FIGS. 52 and 53 illustrate vehicle 1420, another
implementation of vehicle 20. Vehicle 1420 is similar to vehicle
1120 except that vehicle 1420 comprises frame 1422 in place of
frame 1122. Frame 1422 comprises a rear frame portion 1426 and a
front frame portion 1428. Rear frame portion 1426 supports tires
124 and drive 232 (described above in FIG. 14) of vehicle 1420
while front frame portion 1428 supports wheels 125 and the electric
power module, such as module 900 shown or module 1000 described
above. Rear frame portion 1426 and front frame portion 1428 pivot
about a vertical axis 1427 about mid-tractor or mid-vehicle to
steer vehicle 1420. Such articulation at a central pivot
facilitates steering.
[0143] As shown by FIG. 53, front frame portion 1428 comprises a
central pivot 1430 and a pair of steering mounts 1432L, 1432R
(collectively referred to as steering mounts 1432). Central pivot
1430 is releasably connectable to rear frame portion 1426 and
provides articulation about axis 1427. Steering mounts 1432 provide
releasable connection to steering links extending from rear frame
portion 1426. Such steering links are mechanically or operably
connected to steering wheel 1437, such that rotation of steering
wheel 1437 extends forwardly one of the left and right steering
links and retracts rearwardly the other of the left and right
steering links that are connected to mounts 1432 so as to turn
front frame portion 1428 about axis 1427 to facilitate steering of
vehicle 1420. In one implementation, such steering links are
extended/retracted manually. In other implementations, such
extension and retraction of the steering links is assisted through
use of an actuator, such as a hydraulic or pneumatic
cylinder-piston assembly driven in response to signals resulting
from the turning of steering wheel 1437.
[0144] In one implementation, front frame portion 1428 removably
are releasably receives module 900, 1000. In another
implementation, front frame portion 1428 is permanently or fixedly
attached to the associated power module 900, 1002 to form a front
power unit 1450. In such an implementation, front frame portion
1428 is disconnectable from rear frame portion 1426, wherein rear
frame portion 1426 may include a kickstand or retractable wheels to
support a front end of rear frame portion 1426 when disconnected
from front frame portion 1428. In such an implementation, wheels
125 facilitate movement of the associated electric power module
900, 1000 and facilitate connection and disconnection of the
electric power module with respect to the remainder of vehicle
1420.
[0145] FIGS. 54 and 55 illustrate front power unit 1550, another
implementation of front power unit 1450 described with respect to
FIGS. 52 and 53. In one implementation, front power unit 1550 is
configured to be interchanged with front power unit 1450. Front
power unit 1550 comprises independent front wheel suspension
assemblies 1554, castor wheel supports 1556, and Ackerman steering
linkages 1558. Suspension assemblies 1554 comprise upper and lower
supports 1560, 1562 joined by an intermediate cylinder-piston
assembly 1564. Cylinder-piston assembly 1564 provides suspension
compliance and damping to the vehicle. Bed 902 can be selectively
pivoted about an axis from a horizontal orientation to a tilted
dumping orientation. In one implementation, vehicle 1120 comprises
a hydraulic or pneumatic pump, actuatable in response to control
signals from console 930, which extends or retracts a
cylinder-piston assembly to move bed 902 between the horizontal and
dumping positions.
[0146] Castor wheel supports 1556 support wheels 125 with respect
to front frame portion 1428 which is integrated as part of electric
power module 900. Ackerman steering linkages 1558 comprises an
arrangement of linkages having the Ackerman geometry to facilitate
turning of unit 550. In other implementations, front unit 1550 may
have other suspension systems or other wheel supporting
arrangements.
[0147] FIGS. 56 and 57 illustrate front unit 1650, another
implementation of front unit 1450. Front unit 1650 is similar to
front unit 1450 except that front unit 1650 comprises front frame
portion 1628 which removably receives module 900 (or any of the
other models described herein) at a lower vertical height such that
bottom of module 900 extends closer to, at, or below rotational
axes of wheels 125 to provide a lower center of gravity. As shown
by FIG. 56, front frame portion 1628 comprises a latticework or
arrangement of posts, bars, tubes or the like that form or define a
three sided cavity 1652 into which module 900 may be positioned. In
one implementation, front unit 1650 additionally comprises an
Ackerman steering set of linkages having steering axes 1654. The
geometry of steering kingpin axes 1654 generates self-centering
forces to maintain straight line motion in the absence of steering
input. Steering actuation via connecting linkages (not shown) and a
concentric shaft through central pivot 1430 enables the front unit
1650 to articulate about central pivot 1430 to provide compliance
to uneven terrain.
[0148] FIGS. 58-60 illustrate front unit 1750, another
implementation of front unit 1450 described above. In the example
illustrated, front unit 1750 is illustrated as either removably
supporting or being permanently fixed to power module 1000. As
shown by FIG. 60, front unit 750 acts as a suspension that supports
wheels 125 for pivotal movement about a suspension pivot 1753.
Front unit 753 further comprises steering axes 1654 described
above.
[0149] FIG. 61 schematically illustrates mobile power conversion
and distribution system 1800. System 1800 facilitates the
allocation of the use of the vehicles 20-1120 described herein
amongst a plurality of different individuals, families, or adjacent
communities. System 1800 further facilitates charitable support of
agricultural activities in impoverished regions. In the example
illustrated, system 1800 comprises server 1802, facilitators 1804,
vehicle 20, 220, 320, 420, 620, 820, 1120, 1420, administrator 1806
and renters/users 1808.
[0150] Server 1802 comprises one or more processing units that
operate following instructions contained in a non-transitory
computer-readable medium. Servers 1802 are in communication with
facilitators 1804, vehicles 20, 220, 1120, renters/users 1808 and
administrator 1806 across a wide area network, such as the
Internet, or local area networks. For purposes of this application,
the term "processing unit" shall mean a presently developed or
future developed processing unit that executes sequences of
instructions contained in a memory. Execution of the sequences of
instructions causes the processing unit to perform steps such as
generating control signals. The instructions may be loaded in
random access memory (RAM) for execution by the processing unit
from read only memory (ROM), a mass storage device, or some other
persistent storage. In other embodiments, hard wired circuitry may
be used in place of or in combination with software instructions to
implement the functions described. For example, server 1802 may be
embodied as part of one or more application-specific integrated
circuits (ASICs). Unless otherwise specifically noted, the
controller is not limited to any specific combination of hardware
circuitry and software, nor to any particular source for the
instructions executed by the processing unit.
[0151] In the example illustrated, server 1802 comprises a memory
for storing a renter database regarding records regarding
individual renters/users 1808 and a vehicle database regarding data
and records for individual vehicles 20, 220, 1120. For example,
respect to individual users 1808, server 1802 may maintain a
database tracking the number of credits currently owned by
different individuals. Server 1802 further stores the current
rental status for each individual user or farmer. With respect to
each individual vehicle 20, 220, 320, 420, 620, 820, 1120, 1420,
server 1802 may maintain a current GPS location of each vehicle, a
state of charge for each vehicle, a current operating speed of each
vehicle, the current operating mode for each vehicle, the current
user or renter 1808 using the particular vehicle and any
warning/faults indicating needed repair or maintenance. For the use
of such vehicles Server 1802 further establishes, monitors, and
stores rental sessions for vehicles 20, 220, 1120 while providing
reports regarding vehicles 20, 220, 1120 and the usage by different
renters.
[0152] In one implementation, server 1802 further maintains system
parameters such as individual users/farmers phone numbers and
names, the pricing info for the use of different vehicles and
different options, warning set points, speed limits imposed upon
the use of such vehicles and geo-fence limits (geo-referenced
boundaries for regions in which a particular vehicle may travel or
may be used.). In one implementation, upon receiving signals that a
vehicle is traveling outside of such geo-fence limits, server 1802
may transmit signals to the particular vehicle automatically
shutting off the vehicle, warning the operator that he or she is
traveling outside of predefined use boundaries, or warning the
administrator that a vehicle has exited the predefined boundary.
Some implementations in which vehicle 20 is only reserved for
particular uses, upon receiving signals from vehicle 20 indicating
an unauthorized use, system 1802 may output signals which are
transmitted to vehicle 20, 220, 320, 420, 620, 820, 1120, 1420
which automatically shut down or terminate such unauthorized uses
of vehicle 20, 222 1120 or which either notify the user that he or
she has exceeded the authorized use or that an additional charge
for the unauthorized use will be imposed.
[0153] Facilitators 1804 comprise system administrators which
oversee the operation of server 1802. Facilitators 1804 communicate
with server 1802 across an Internet. Facilitators 1804 monitor
data, debug operation of server 1802, and configure the various
systems provided by server 1802.
[0154] Vehicles 20, 220, 1120 are described above. In the example
illustrated, each of vehicles 20, 220, 1120 comprises a transceiver
which communicate with server 1802 in a wireless fashion. In one
implementation, each of vehicles 20, 220, 1120 has a unique ID and
further comprises a geo-referencing device, such as a global
positioning navigation satellite system device which identifies the
location of each vehicle 20, 220, 320, 420, 620, 820, 1120, 1420
and communicates such information to server 1802. In addition to
transmitting its location to server 1802, each vehicle 20, 220,
320, 420, 620, 820, 1120, 1420 transmits operational status data,
such as power level, hours of usage, types of usage and the like to
server 1802.
[0155] Renters/users 1808 comprise individuals, families or
communities that use vehicle 20, 220, 320, 420, 620, 820, 1120,
1420. Users 1808 are represented by a user node 1810 provided by a
device in communication with server 1802. In one implementation,
each user node 1810 comprises a portable electronic device that
communicates with server 1802 across a wide area network or local
area network. For example, in one implementation, each user node
1810 comprises a simple cell phone, a smart phone, a personal data
assistant, a tablet computer, a laptop computer or the like. Using
an associated computer node 1810, each user 1808 may reserve or
rent one of more vehicles 20, 220, 1120, may remotely view status
of one or more of vehicles 20, 220, 1120, such as current power
levels, current location, and the like, and may check account
status such as account credits or debits, future reservation times
for the user or for others for particular vehicles 20, 220, 1120
and the like.
[0156] Administrator 1806 comprises an entity, such as a person,
community and the like that manages the rentals or use allocations
for vehicles 20, 220, 1120. Administrator 1806 is represented by an
administrator node 1812. In one implementation, administrator node
1810 comprises a portable electronic device that communicates with
server 1802 across a wide area network or local area network. For
example, in one implementation, administrator node 1810 comprises a
simple cell phone, a smart phone, a personal data assistant, a
tablet computer, a laptop computer or the like. Using administrator
node 1812, administrator 1806 may manage the rentals or allocation
of time for the use of vehicles 20, 220, 1120. Administrator 1806
may establish pricing for the use of vehicles 20, 220, 1120, may
manage renters, and may monitor or check the status of vehicles 20,
220, 1120.
[0157] In one implementation, system 1800 provides a reservation
system for vehicles 20, 220, 1120. FIG. 62 illustrates an example
flow chart for example reservation method 1900 carried out by
system 1800. As indicated by block 1902, renter/user 1808 sends a
rental starter request for a particular vehicle (identified by its
unique ID number 32 in the example) to server 1802. As indicated by
block 1904, server 1802 checks the vehicle database to determine
the availability for the particular vehicle with reference ID 32.
As indicated by block 1906, server 1802 further checks to see if
the particular user making the request has available credits. As
indicated by block 1908, if the particular requested vehicle is
available and if the requester/user 1808 has sufficient available
credits, the rental session on a website displayed on user node
1810 is created.
[0158] As indicated by block 1910, as part of the rental session,
server 1802 sends a rental confirmation with a created
authorization key or PIN (4711 in the example) to the user node
1810 of user 1808. As indicated by block 1912, server 1804
additionally transmits, across a network, the activation key or PIN
to the particular vehicle 20, 220, 320, 420, 620, 820, 1120, 1420
itself which, as indicated by block 1914, enables the keypad on
console 930 (described above). As indicated by block 1916, user
1808 boards vehicle 20, 220, 320, 420, 620, 820, 1120, 1420 and
enters the received PIN or authorization key (4711) using an input
of console 930. Vehicle 20, 220, 320, 420, 620, 820, 1120, 1420
confirms whether the entered PIN code matches the PIN code or
authorization key previously received from server 1802. If there is
a match, as indicated by block 1916, vehicle 20, 220, 320, 420,
620, 820, 1120, 1420 starts operations and the user/renter is able
to drive the vehicle as indicated by block 1918. In some
implementations, only certain functions for vehicle 20, 220, 320,
420, 620, 820, 1120, 1420 are authorized or made available to a
user depending upon the reservation and/or the number of credits
paid for use of the vehicle.
[0159] As indicated by block 1920, during use of vehicle 20, 220,
320, 420, 620, 820, 1120, 1420, the vehicle transmits various
status signals or data signals to server 1802. For example, in one
implementation, the vehicle being used may transmit data regarding
the total distance traveled during its session of use, the current
level of power being provided, the amount of power remaining in the
battery of the vehicle and/or the total amount of power consumed
during the use session. The vehicle being used may additionally
transmit its current location, such as his latitude and longitude,
as indicated by the GPS device on the vehicle, to the server 1802.
In response, as indicated by block 1924, server 1802 stores a
record or data of such use. As indicated by block 1926, server 1802
additionally charges the renters account for the number of credits
for such use. Charges for use may be based upon time, distance
traveled, or total power consumed. In some implementations, such
charges may be offset or actual positive credits may result when
the vehicle is connected to a power generation source, such as a
solar panel, turbine or the like, wherein the battery of the
vehicle receives electrical power and is charged by the user.
[0160] As indicated by block 1930, upon completion, the renter/user
1808 sends a rental stop signal to server 1802, either using
console 930 on the vehicle or using user node 1810. Upon receiving
such a stop signal, server 1802, as indicated by block 1932,
calculates a final charge for the use of the particular vehicle and
assesses the account of the user 1808 the final charge. As
indicated by block 1934, server 1802 deactivates authorize use of
the vehicle and transmits a deactivate signal which results in the
vehicle being disabled as indicated by block 1938. As indicated by
block 1940, the reservation session is ended and server 1802
creates and stores a rental report. In one implementation, rental
report may include information regarding the user, the distance
traveled by vehicle 20, the power consumed by vehicle 20, the
remaining power in the battery of the vehicle, the different modes
of use for which the vehicle used and the like. The report may
additionally include identified charges made to the users account
as well as current account information for the user. In one
implementation, the generated and stored report is additionally
transmitted to administrator 1806 for display and review on
administrator node 1812.
[0161] In one implementation, system 1800 allows different donors
1820 to contribute to impoverished farmers by purchasing credits
for the use of vehicles 20, 220, 1120. For example, in one
implementation, system 1800 allows donors 1820 to access a website
which displays different impoverished regions, different vehicles,
different potential users, and/or different uses for vehicles. The
donors also provided with the opportunity to donate money via
credit card, PayPal, wire transfer, check or other form to the
administrators of system 1800, wherein the donor's account is
credited with the amount of payment. The donors are then permitted
to contribute funds or credits for the use of vehicles 20, 220,
1120. In one implementation, the donors may purchase a certain
number of credits or certain number of hours for use of a
particular vehicle in a particular impoverished region. In one
implementation, the donors 1820 may prepurchase a number of hours
or credits for a particular donor designated potential user. In one
implementation, the donors 1820 may prepurchase other metrics for
use of vehicles 20, such as the total number of miles or a total
number of kilowatts of use.
[0162] In one implementation, upon making a contribution for the
use of a vehicle or to particular potential users of a vehicle
managed by system 1800, the donor receives notifications or
authorization to access and review data regarding how his or her
contribution was used. For example, in one implementation, a
particular donor 1820 may receive notifications, such as upon his
or her smart phone or other portable electronic device, that his
contribution is presently enabling the use of a particular vehicle
by a particular user at a particular time. In one implementation,
the user may receive, on his or her smart phone, tablet computer or
the like, a map indicating the present geo-referenced location of
the vehicle and further indicating movement of the vehicle as it is
being used by user 1808, providing the donor with a visible
indication of the use of his or her charitable donation. As a
result, the user is able to visibly track and see how his or her
charitable contributions are assisting those in impoverished
regions. The notification may additionally indicate how the vehicle
is being used, such as the operational mode for the vehicle and the
types of crops being planted or harvested, as well as personal
information regarding the user, such as his or her name, family
size, home and the like. The notification may additionally indicate
when the donor's contribution of credits, hours, power or the like
will be exhausted and any additional needs for the particular user
for vehicle 20, such as complete planting the field, complete
harvest of the field or the like.
[0163] Although the present disclosure has been described with
reference to example embodiments, workers skilled in the art will
recognize that changes may be made in form and detail without
departing from the spirit and scope of the claimed subject matter.
For example, although different example embodiments may have been
described as including one or more features providing one or more
benefits, it is contemplated that the described features may be
interchanged with one another or alternatively be combined with one
another in the described example embodiments or in other
alternative embodiments. Because the technology of the present
disclosure is relatively complex, not all changes in the technology
are foreseeable. The present disclosure described with reference to
the example embodiments and set forth in the following claims is
manifestly intended to be as broad as possible. For example, unless
specifically otherwise noted, the claims reciting a single
particular element also encompass a plurality of such particular
elements.
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